Improvement in valves and valve-motions for steam-engines



UNITED STATES;

PATENT OFFICE'.

JOI'IN G. VES", JR.V OF: NORRISTO\VN, PENNSYLVANIA, ASSIGNOR TO JANE lI.W'EST ANDM; C. BOYER, OF SAME PLACE.

IMPROVEMENT lN VALVES AND VALVE-MOTIONS FOR STEAM-ENGINES.

. To all whmn it Wray concern.-

full, clear, and exact description of the same,

reference being had to the accompanying drawings, and to the letters ofreference marked thereon.

My invention consists, lirst, of an improved arrangement, describedhereinafter, of steam and exhaust valves with their seats and chests inrespect to the cylinder, whereby a ready and correct application andadjustment of the valves is effected and the usual waste of steam aswell as the retention of the exhaust-steam in the cylinder are for themost part obviated; secondly, of a certain arrangement and combinationof devices, described hereinafter, for operating the steam-valves;thirdly, of a certain arrangement in combination of devices describedhereinafter, for operating the ex` haust-valves.

In order to enable others skilled in the art to make and use myinvention, I will now proceed to describe its construction andoperation. Y

On reference to the accompanying drawings, which form a part of thisspecification, Figure 1 is a side view of my improved arrangement ot'valves and valve-motion for steam-engines; Fig. 2, a plan view; Fig. 3,an end view, partly in section; and Fig. 4, a longitudinal section ofpart of the cylinder, showing the peculiar arrangement of valves.

Similar letters refer to similar parts throughout the several views.

A represents the steam-cylinder secured to the frame B, which rests onsuitable legs C and C.

D is the steam passage or pipe, one end of which communicates with thesteam-chest E of the rear steam-valve, the opposite end communicatin gwith the similar chest of the front steam-valve.

F is the exhaust passage or pipe, one end of which communicates with thechest G of the rear exhaust-valve and the opposite end with the similarchest of the front exhaustvalve. The peculiar arrangement of thesechests with their valves and seats in respect to the end of the cylinderand its covers will be best observed on reference to Figs. 3 and 4.

The steam-valve His of the class termed balance or double-beat,7 theconstruction of which is too well known to engineers to require lninuteexplanation, The seat of this valve H is on aplate I, secured to thebottom of the steam-chest Eat a point as near to the cylinders bore aspossible, the cylinder-cover J being recessed or cut away at a, so as toallow for the free passage of steam into the cylinder through theopening of the seat I when the valve is raised.

The exhaust-valve K is in the present instance ot' the class generallyknown as conical valves, although in the larger class of engines it maybe advisable to use a doubleseat valve. The seat of this valve K is on aplate L, secured to or formed within the chest G, and so situated as tobe as near as possi.

ble to the cylinders bore, the cover J being recessed or cut away at bimmediately above the valve, so that on raising the latter the freeoutletof steam from the cylinder toward the openingof the seat may notbe obstructed The front steam and exhaust valves with their respectivechests and passages are arranged in a manner precisely similar to thatabove described.

M is a horizontal shaft operated by the crank-shaft of the engine andturning in suitable brackets c c, secured to the frame-Work B, and onthis shaft a sleeve N is so arranged as to slide freely on, but to turnwith the shaft. The sleeve has a-central groove d for receiving pinsattached to the forked lever O, which is secured to the shaft I), thelatter turning in projections on a plate Q, which is attached to theframe B, and the opposite end of the shaft having an arm R, connected byany suitable system of screws, rods, or levers to the governor, whichthus controls the position of the sleeve on the shaft. On the sleeve aretwo inclined projections e and e', the former for operating the arm S,secured to a horizontal shaft T, which turns in the. standards U U onthe frame B, another arm Von the same shaft being connected to thespindle f of the rear steam-valve, as Well as to one end of the springWV, by a rod h, this spring being secured to the frame B and serving thepurpose of depressing the steam-valves after they have been raised. Theinclined projection e of the sleeve operates the arm S and through themedium of appliances precisely similar to those described above operatesthe front steam-valve of the engine.

On the shaft M are secured the two cams t' and 7l', the former foroperating an arm X on the shaft Y, which turns at one end in one of thelegs C of the frame and at the opposite end in a pillar j, secured tothe under side of the frame, another arm Z being secured to this shaft,and this arm being connected to the spindle 7e of the rear exhaust-valveK, as Well as to one end of a sp1-iugm, by means of a rod Z, the springbeing secured to the under side of the frame B and serving the purposeof depressing the exhaust-valve after it has been raised.

As the engine is in operation a continuous rotary motion will beimparted to the shaft M and its sleeve N, on which the projections e ande are so situated as to raise the front and rear steam-valvesalternately and at the proper time through the medium of theleversdescribed above. As the side of each of the projections e and e whichbears against the roller on the end of the lever S is inclined, it willbe evident that the length of time during which the steam-valves remainopen Will depend upon the position Which the sleeve has been caused toassume on the shaft M, by the movements of the governors, the quantityof steam admitted into the cylinder' will therefore depend upon thespeed of the engine.

In all steam-engines it is most desirable that both steam and exhaustvalves should be situated as close as possible to the cylinders bore, soas to prevent in the case of the steam-valve the loss of steamremainingin the usual lengthy passages at every movement of the valve,and in the case of the eX- haust-valve to prevent the retention of aninconvenient amount of waste steam in the cylder after the exhaust-valvehas closed. It will be seen' that this important end is attained by thepeculiar arrangement of the valves, 'their sears, and chests on theopposite ends of the cylinder, as best observed on reference to Fig. 4,the seats of both valves being situated so near to the rear of thecylinder that the above-describedevils are obviated to a great extent.

Another advantage of the above-described arrangement of valves is thefacility and accuracy with which they, as Well as their seats, can beapplied and adjusted. When the cover J is removed from the cylinder andthe covers and valves are Withdrawn from the chests a clear opening ispresented. for the insertion of a boring-bar at right angles to thecylinder through both steam and exhaust chests, thereby enabling theconstructer to bore and level off the valve-seats with the greatestaccuracy.

It will be eviden t that the chests and valves may be arranged on thesides of the cylinder as well as above and below the same Withoutdeparting from the main features of my invention.

I Wish it to be understood that I do not desire to claim, broadly` theuse of revolving and sliding sleeve N, With its inclosed projectionsandcontrolled bythe governor for operating the steam-Valves, such a devicehaving been heretofore used; but

I claim as my invention and desire to secure by Letters Patent- 1. Thearrangement herein described of the steam-valves H, with their seats andchests, and the exhaust-valves K, with their seats and chests, inrespect tothe cylinder, for the purposes specified.

2. The arrangement. andoombinationherein described of the shaftM, thesleeve N, With its projections e and e', the levers S and Y, andsteam-valves H.

3. Thearraugementandcombination herein described of the shaft M, itscams 'L' and i', the levers X and Z, and the exhaust-valves K.

In testimony whereof I have signed my name to this specification in thepresence ot' two subscribing Witnesses.

JOHN G. \VES'1`, JR.

